JP2023137772A - Display control device and display control program - Google Patents

Abstract

To provide a display control device, etc. that are able to prevent erroneous correction caused by a road gradient even in a form in which a detection value of a gyro sensor is used for correcting a display position of a virtual image.SOLUTION: An HMI-ECU is a display control device, is used in a vehicle, and controls display of a virtual image superimposed on a foreground visible from a driver. The HMI-ECU acquires a detection value of a gyro sensor that detects a behavior change in a pitch direction, which occurs in the vehicle; and, based on the detection value, corrects a deviation of a display position of the virtual image with respect to the foreground, which is caused by the behavior change. Further, the HMI-ECU acquires gradient information related to a gradient of a road on which the vehicle travels; and, in accordance with the gradient information, changes contents of correction for correcting the deviation of the display position.SELECTED DRAWING: Figure 8

Description

The disclosure in this specification relates to display control technology for controlling the display of virtual images.

Patent Document 1 discloses an information display system that uses a head-up display device to display an image superimposed on a real scene that is visually recognized by a driver. This information display system estimates the amount of change in attitude in the pitch direction due to vehicle acceleration/deceleration mainly based on the detected value of the height sensor, and corrects the projected position of the image according to the estimated current vehicle attitude. Implemented.

JP 2021-20625 Publication

In order to detect a change in the attitude of the vehicle in the pitch direction, it is possible to use not only a height sensor as disclosed in Patent Document 1 but also a gyro sensor. However, the detection value of the gyro sensor may include not only information on detecting changes in posture due to acceleration/deceleration, but also information on detecting changes in posture due to road gradient. As a result, if the detected value of the gyro sensor is used as is, there is a risk that an incorrect correction due to the road slope may be performed.

An object of the present disclosure is to provide a display control device and a display control program that are capable of suppressing erroneous corrections caused by road gradients even when the detected value of a gyro sensor is used to correct the display position of a virtual image. shall be.

In order to achieve the above object, one aspect disclosed is a display control device that is used in a vehicle (Am) and controls the display of a virtual image (Vi) superimposed on the foreground that is visible to an occupant. A sensor information acquisition unit (71) that acquires a detected value of a gyro sensor (63) that detects a change in attitude in the pitch direction, and a correction process that corrects a shift in the display position of the virtual image with respect to the foreground caused by the change in attitude based on the detected value. and a slope information acquisition unit (73) that acquires slope information related to the slope of the road on which the vehicle travels, and the display correction unit performs correction processing according to the slope information. It is considered to be a display control device that changes the contents.

Another disclosed aspect is a display control program that is used in a vehicle (Am) to control the display of a virtual image (Vi) that is superimposed on the foreground that is visible to the occupant, and that controls the attitude change in the pitch direction that occurs in the vehicle. The detected value of the gyro sensor (63) to be detected is acquired (S13), and based on the detected value, a correction process is performed to correct the deviation of the display position of the virtual image with respect to the foreground caused by a change in attitude (S14, S15), and the vehicle is running. Display control that causes at least one processing unit (11) to execute processing including acquiring slope information related to the slope of a road to be used and changing the content of correction processing according to the slope information (S31 to S33). It is considered a program.

In these aspects, the content of the correction process for correcting the display position of the virtual image based on the detected value of the gyro sensor is changed in accordance with slope information related to the slope of the road on which the vehicle is traveling. Therefore, it is possible to isolate information on detected posture changes due to road gradient from the detected values of the gyro sensor. As a result, even if the detection value of the gyro sensor is used to correct the display position of the virtual image, erroneous correction due to the road gradient can be suppressed.

Note that the reference numbers in parentheses in the above and claims merely indicate an example of the correspondence with specific configurations in the embodiments to be described later, and do not limit the technical scope in any way.

FIG. 1 is a diagram showing an overall image of an in-vehicle network including an HMI-ECU according to a first embodiment of the present disclosure. FIG. 3 is a diagram for explaining a mechanism in which a virtual image is displayed by projecting display light by a HUD. It is a figure showing an example of gradient information based on three-dimensional map data. FIG. 6 is a diagram illustrating an example of slope information based on detection information of a front camera. 3 is a flowchart showing details of data generation processing performed by the HMI-ECU. FIG. 6 is a diagram comparing and illustrating differences in detection values of a gyro sensor during an acceleration state period when the cutoff frequency is changed. FIG. 6 is a diagram comparing and showing differences in detection values of a gyro sensor in a slope section when the cutoff frequency is changed. 3 is a flowchart showing details of gradient handling processing performed by the HMI-ECU.

Hereinafter, a plurality of embodiments will be described based on the drawings. Note that duplicate explanations may be omitted by assigning the same reference numerals to corresponding components in each embodiment. When only a part of the configuration is described in each embodiment, the configuration of the other embodiments previously described can be applied to other parts of the configuration. Furthermore, in addition to the combinations of configurations specified in the description of each embodiment, it is also possible to partially combine the configurations of multiple embodiments even if the combinations are not explicitly stated. .

(First embodiment)
The HMI (Human Machine Interface)-ECU (Electronic Control Unit) according to the first embodiment of the present disclosure shown in FIGS. 1 and 2 is a display control device used in the vehicle Am. The HMI-ECU 100 is mounted on the vehicle Am together with display devices such as a HUD (Head Up Display) 20, and constitutes a display system of the vehicle Am together with these display devices and the like.

The HMI-ECU 100 is communicably connected to a communication bus 99 of the in-vehicle network 1 mounted on the vehicle Am. HMI-ECU 100 is one of a plurality of nodes provided in in-vehicle network 1. A driver monitor 30, a locator ECU 40, an ADAS (Advanced Driver Assistance System)-ECU 50, a travel control ECU 60, and the like are connected to the communication bus 99 of the in-vehicle network 1. These nodes connected to communication bus 99 can communicate with each other. Specific nodes among these devices, each ECU, etc. may be directly electrically connected to each other and may be able to communicate without going through the communication bus 99.

The driver monitor 30 has a configuration including a near-infrared light source, a near-infrared camera, and a control unit that controls these. The driver monitor 30 is installed, for example, on the top surface of a steering column portion or the top surface of an instrument panel, with a near-infrared camera directed toward the headrest portion of the driver's seat. The driver monitor 30 uses a near-infrared camera to photograph the driver's head, which is irradiated with near-infrared light by a near-infrared light source. The image captured by the near-infrared camera is analyzed by the control unit. The control unit extracts information such as the position of the driver's face, the direction of the face, the position of the eye point EP, and the direction of the line of sight from the captured image. The driver monitor 30 provides each piece of information extracted by the control unit to the HMI-ECU 100, ADAS-ECU 50, etc. as driver status information.

Locator ECU 40 generates highly accurate position information of vehicle Am through composite positioning that combines a plurality of pieces of acquired information. The locator ECU 40 is connected to a GNSS (Global Navigation Satellite System) receiver 41 and a three-dimensional map database (hereinafter referred to as three-dimensional map DB) 42. The GNSS receiver 41 receives positioning signals transmitted from a plurality of artificial satellites (positioning satellites). The three-dimensional map DB 42 is mainly composed of a non-volatile storage medium. The three-dimensional map DB 42 stores map data (High Definition map) that is more accurate than the map data used for route guidance by the navigation device. The HD map data stored in the three-dimensional map DB 42 holds detailed information at least in the height direction (z direction). The locator ECU 40 reads HD map data around the current position from the three-dimensional map DB 42 and provides it to the ADAS-ECU 50, HMI-ECU 100, etc. as locator information along with the position information and direction information of the vehicle Am. Note that the function of locator ECU 40 that provides locator information may be implemented in a navigation device mounted on vehicle Am.

The ADAS-ECU 50 is an in-vehicle ECU that implements a driving support function that supports the driver's driving operations. The ADAS-ECU 50 enables advanced driving support or partial automatic driving at level 2 level as defined by the Society of Automotive Engineers of America. Specifically, the ADAS-ECU 50 realizes driving support functions such as ACC (Adaptive Cruise Control), LTC (Lane Trace Control), and LCA (Lane Change Assist). The ADAS-ECU 50 may be capable of implementing level 3 or higher automatic operation in which the system is the main control entity.

The ADAS-ECU 50 is connected to peripheral monitoring sensors (autonomous sensors) mounted on the vehicle Am, such as a front camera 51 and a millimeter wave radar 52. The front camera 51 outputs at least one of a captured image FP (see FIG. 4) capturing the front range of the vehicle Am and an analysis result of the captured image FP as detection information. The millimeter wave radar 52 irradiates millimeter waves or quasi-millimeter waves toward the front range, front side range, rear range, rear side range, etc. of the vehicle Am, and detects reflected waves reflected by moving objects, stationary objects, etc. Detection information is generated by the process of receiving the information. Note that the surrounding monitoring sensor may further include a lidar, a sonar, and the like.

The ADAS-ECU 50 combines detection information from the front camera 51 and millimeter wave radar 52 with locator information acquired from the locator ECU 40 to recognize moving objects and stationary objects around the own vehicle. Specifically, the ADAS-ECU 50 detects not only the front vehicles, rear vehicles, and side vehicles traveling around the vehicle Am, but also the division lines (white lines) of the road ahead, road signs, buildings on the side of the road, telephone poles, Recognizes pedestrians, the sun, etc. The ADAS-ECU 50 obtains information (target information) such as relative positions and moving speeds (relative speeds) of the recognized moving objects and stationary objects by calculation. The ADAS-ECU 50 performs driving support control or automatic driving control in cooperation with the travel control ECU 60 based on the target object information. The ADAS-ECU 50 provides the HMI-ECU 100 with detection information by the surrounding monitoring sensor or target object information based on the detection information, and information indicating the operating state of driving support control (hereinafter referred to as ADAS stator information).

The travel control ECU 60 is an electronic control device that mainly includes a microcontroller. The travel control ECU 60 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The travel control ECU 60 continuously performs brake force control for each wheel, output control of the on-vehicle power source, and steering angle control based on operation commands based on driving operations by the driver or control commands from the ADAS-ECU 50.

The driving control ECU 60 is connected to an on-vehicle sensor that detects the driving state of the vehicle Am. The on-vehicle sensors include a wheel speed sensor 61, an acceleration sensor 62, a gyro sensor 63, and the like. The wheel speed sensor 61 is provided, for example, at a hub portion of each wheel of the vehicle Am. The travel control ECU 60 generates vehicle speed information indicating the current travel speed of the vehicle Am based on the detection signal of the wheel speed sensor 61.

The acceleration sensor 62 and the gyro sensor 63 are provided near the center of gravity of the vehicle Am as, for example, an IMU (Inertial Measurement Unit). Acceleration sensor 62 detects at least acceleration acting on vehicle Am in the longitudinal direction ZG. The acceleration sensor 62 may be further capable of detecting acceleration that affects the left-right direction SU of the vehicle Am and acceleration that affects the vertical direction JG of the vehicle Am.

The gyro sensor 63 is an on-vehicle sensor that detects changes in the attitude of the vehicle Am, and detects at least the angular velocity in the pitch direction that occurs around the pitch axis of the vehicle Am. The gyro sensor 63 may be further capable of detecting an angular velocity in the yaw direction that occurs around the yaw axis of the vehicle Am and an angular velocity in the roll direction that occurs around the roll axis of the vehicle Am.

The travel control ECU 60 generates acceleration information and angular velocity information based on detection signals from the acceleration sensor 62 and the gyro sensor 63. Travel control ECU 60 provides vehicle behavior information including vehicle speed information, acceleration information, and angular velocity information to HMI-ECU 100.

Note that the longitudinal direction ZG, the lateral direction SU, and the vertical direction JG of the vehicle Am are defined with the vehicle Am stationary on a horizontal plane as a reference. Specifically, the longitudinal direction ZG is defined along the longitudinal direction (traveling direction) of the vehicle Am. Further, the left-right direction SU is defined along the width direction of the vehicle Am. Furthermore, the up-down direction JG is defined along a direction perpendicular to the horizontal plane that defines the front-rear direction ZG and the left-right direction SU. In addition, the pitch axis, yaw axis, and roll axis are defined along the left-right direction SU, the up-down direction JG, and the front-back direction ZG, respectively.

Next, details of the HUD 20 and HMI-ECU 100 that constitute the display system will be further explained.

The HUD 20 is electrically connected to the HMI-ECU 100 and sequentially acquires video data generated by the HMI-ECU 100. Based on the video data, the HUD 20 presents various information related to, for example, driving support functions, automatic driving functions, and in-vehicle functions to a specific occupant (driver) of the vehicle Am using a virtual image Vi.

The HUD 20 is housed in a housing space in the instrument panel below the windshield WS. The HUD 20 projects display light formed as a virtual image Vi toward the projection range PA of the windshield WS. The display light projected onto the windshield WS is reflected toward the driver's seat side in the projection range PA, and is perceived by the driver. The driver visually recognizes a display in which the virtual image Vi is superimposed on the foreground visible through the projection range PA.

The HUD 20 includes a projector 21 and an enlarging optical system 22. The projector 21 has an LCD (Liquid Crystal Display) panel and a backlight. The projector 21 displays each frame image of the video data on the display surface of the LCD panel, and by transmitting and illuminating the display surface with a backlight, directs the display light to be imaged as the virtual image Vi toward the enlarging optical system 22. eject. The magnifying optical system 22 includes at least one optical element such as a concave mirror. The enlarging optical system 22 expands the display light emitted from the projector 21 by reflection and projects it onto the upper projection range PA.

If the virtual range in the space where the virtual image Vi can be formed by the HUD 20 is defined as the imaging plane IS, then the angle of view of the HUD 20 is defined based on the virtual line connecting the driver's eye point EP and the outer edge of the imaging plane IS. Ru. The angle of view is an angular range in which the driver can visually recognize the virtual image Vi when viewed from the eye point EP. In the HUD 20, the horizontal angle of view in the horizontal direction (for example, about 10 to 12 degrees) is larger than the vertical angle of view (for example, about 4 to 5 degrees) in the vertical direction. When viewed from the eye point EP, the front range that overlaps with the imaging plane IS (for example, a range of about 10 meters to 100 meters) is within the angle of view.

The HUD 20 displays the superimposed content and non-superimposed content as a virtual image Vi. The superimposed content is an AR (Augmented Reality) display object used for augmented reality display. The superimposed content is superimposed on the target object in front of the driver. The display position of the superimposed content is associated with a specific superimposition object existing in the foreground, such as a specific position on the road surface, a preceding vehicle, a pedestrian, a road sign, or the like. The superimposed content is displayed superimposed on a specific superimposition object in the foreground, and can be moved visually by the driver following the superimposition object so as to be fixed relative to the superimposition object. That is, the relative positional relationship between the driver's eye point EP, the superimposition target in the foreground, and the superimposed content is continuously maintained.

Non-superimposed content is a non-AR display object that is superimposed on the foreground, excluding the superimposed content. No superimposition target is set for non-superimposed content. The display position of the non-superimposed content is a specific position within the projection range PA (angle of view). The non-superimposed content is displayed as if it is fixed relative to the vehicle configuration such as the windshield WS.

The HMI-ECU 100 controls the display of the virtual image Vi by the HUD 20 by generating video data to be provided to the HUD 20. The HMI-ECU 100 has a configuration that mainly includes a computer equipped with a processing section 11, a RAM 12, a storage section 13, an input/output interface, a bus connecting these, and the like.

The processing unit 11 is hardware for arithmetic processing coupled with the RAM 12. The processing unit 11 has a configuration including at least one arithmetic core such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). The processing unit 11 may further include an FPGA (Field-Programmable Gate Array), an NPU (Neural network Processing Unit), an IP core with other dedicated functions, and the like. The RAM 12 may include a video RAM for generating images. The processing unit 11 accesses the RAM 12 to execute various processes for implementing the display control method of the present disclosure. The storage unit 13 includes a nonvolatile storage medium. The storage unit 13 stores various programs (display control program, etc.) executed by the processing unit 11.

The HMI-ECU 100 has a plurality of functional units that control superimposed display of the virtual image Vi by the HUD 20 by executing a display control program stored in the storage unit 13 by the processing unit 11. Specifically, the HMI-ECU 100 includes functional units such as a sensor information acquisition unit 71, a driver information acquisition unit 72, a recognition information acquisition unit 73, a display correction unit 74, and a drawing unit 75.

The sensor information acquisition unit 71 acquires vehicle behavior information provided by the travel control ECU 60. Specifically, a detection value of the gyro sensor 63 indicating a change in attitude in the pitch direction is acquired by the sensor information acquisition unit 71 as attitude information indicating the vehicle attitude. The sensor information acquisition unit 71 is provided with a high-pass filter 71a applied to the gyro sensor 63. The high-pass filter 71a constitutes at least a part of a signal processing circuit that processes the output signal of the gyro sensor 63. The high-pass filter 71a attenuates signals in a band below a preset cutoff frequency and selectively passes signals in a band above the cutoff frequency. The cutoff frequency may be a fixed value or an adjustable value. The sensor information acquisition unit 71 acquires the integral value of the output signal that has passed through the high-pass filter 71a as a detected value. That is, the detection value of the gyro sensor 63 acquired by the sensor information acquisition unit 71 becomes a value indicating the pitch angle obtained by time-integrating the value of the angular velocity in the pitch direction.

Note that the signal processing circuit including the high-pass filter 71a may be provided in the gyro sensor 63 or the travel control ECU 60. In this embodiment, the sensor information acquisition unit 71 directly acquires a detected value indicating the current pitch angle of the vehicle Am from the gyro sensor 63 or the travel control ECU 60.

The driver information acquisition unit 72 acquires driver status information provided by the driver monitor 30. The driver information acquisition unit 72 acquires coordinate information indicating the current position of the driver's eye point EP in the vehicle interior based on the driver status information.

The recognition information acquisition unit 73 acquires locator information provided by the locator ECU 40 and detection information or target information provided by the ADAS-ECU 50 as environmental information indicating the driving environment around the vehicle Am. The recognition information acquisition unit 73 grasps the relative positions of the preceding vehicle, marking line, etc., on which the superimposed content is to be superimposed, based on the environmental information. In addition, the recognition information acquisition unit 73 acquires slope information related to the slope of the road on which the vehicle Am travels based on the environmental information.

If an HD map is prepared for the road on which the vehicle is traveling, the recognition information acquisition unit 73 acquires slope information based on the HD map (see FIG. 3). The recognition information acquisition unit 73 determines whether the road on which the vehicle Am is traveling is a substantially horizontal normal section HS or a slope section GS with a vertical slope, based on the coordinate points (z coordinates) included in the HD map. Recognize. The slope section GS may be an upward slope section or a downward slope section. Furthermore, the longitudinal gradient may change in the gradient section GS. For example, when there is a vertical slope of about ±0.5%, the recognition information acquisition unit 73 recognizes it as a slope section GS.

When the recognition information acquisition unit 73 recognizes that the road in front of the host vehicle has a longitudinal gradient, it identifies a gradient change point GCP at which the value of the longitudinal gradient changes. In addition to the slope change point GCP at which the normal section HS transitions to the slope section GS, the recognition information acquisition unit 73 also identifies the transition point between slope sections GS having different longitudinal slopes as the slope change point GCP. That is, a gradient change point GCP that transitions from an uphill section to the next uphill section, a gradient change point GCP that transitions from an uphill section to a downhill section, a gradient change point GCP that transitions from a downhill section to the next downhill section, and a downhill section. A slope change point GCP that transitions from a section to an uphill section is specified.

The recognition information acquisition unit 73 acquires slope information based on detection information or target object information when an HD map is not prepared for the road on which the vehicle is traveling (see FIG. 4). The recognition information acquisition unit 73 detects the change in the slope (stretching direction) of the partition lines based on the change in the shape of the partition lines captured in the captured image FP of the front camera 51, in other words, the rate of change in the width between the partition lines. The point of change is specified as a gradient change point GCP. Further, the recognition information acquisition unit 73 may specify the gradient change point GCP based on a change in the position of a target existing in front.

The display correction unit 74 performs a correction process to correct a shift in the display position of the virtual image Vi with respect to the foreground caused by a change in the attitude of the vehicle Am, based on the attitude information acquired by the sensor information acquisition unit 71. In such correction processing, in each frame image of video data generated by the drawing unit 75, the drawing position of the original image of the virtual image Vi is adjusted based on posture information. The display correction unit 74 applies correction processing only to the superimposed content among the superimposed content and non-superimposed content that can be displayed as the virtual image Vi.

The drawing unit 75 draws video data to be provided to the HUD 20. The drawing unit 75 selects information (content) to be presented to the driver using the virtual image Vi, based on various information acquired from the communication bus 99, such as driver status information, vehicle behavior information, and ADAS status information. When displaying the superimposed content, the drawing unit 75 draws the original image at the drawing position determined by the display correction unit 74.

The HMI-ECU 100 described so far executes a data generation process (see FIG. 5) that provides video data to the HUD 20 by cooperation of each functional unit. The data generation process is started when the display system is activated, and continues until the display system is powered off.

In S11 of the data generation process, the recognition information acquisition unit 73 grasps the relative position of the target object to be superimposed, based on the detection information, target information, or the like. In S12, the driver information acquisition unit 72 grasps the current position of the driver's eye point EP. In S13, the sensor information acquisition unit 71 acquires the detection value of the gyro sensor 63, and grasps posture information (pitch angle, etc.) indicating the vehicle posture. Note that if the content to be displayed does not include superimposed content, steps S11 to S13 may be omitted.

In S14, the display correction unit 74 determines the drawing position of the original image of each content to be displayed. When displaying the superimposed content, the display correction unit 74 specifies the positional relationship between the superimposition target, the eye point EP, and the imaging plane IS based on the information acquired in S11 to S13. The display correction unit 74 determines the drawing position, drawing shape, etc. of the original image in each frame image based on the intersection position of the imaging plane IS and the virtual line connecting the superimposition target and the eye point EP. In S15, the drawing unit 75 draws the original image of each content on each frame image of the video data, reflecting the drawing position and drawing shape determined in S14. The drawing unit 75 sequentially outputs video data consisting of a series of frame images to the HUD 20.

According to S14 and S15 above, since the drawing position of the original image is adjusted based on the detected value of the gyro sensor 63, it is possible to correct the shift in the display position of the virtual image Vi caused by the change in attitude of the vehicle Am due to acceleration/deceleration. Become. Specifically, the vehicle Am in the acceleration state has a vehicle posture with the front side raised higher than the vehicle Am in the steady state. In this case, in order to correctly superimpose the superimposed content on the superimposition target, the display position of the superimposed content is corrected to a lower position than usual by adjusting the drawing position. Similarly, the vehicle Am in a decelerating state has a vehicle posture in which the front side is lowered than the vehicle Am in a steady state. In this case, in order to correctly superimpose the superimposed content on the superimposition target, the display position of the superimposed content is set to a higher position than usual by adjusting the drawing position. As described above, by moving the display position of the superimposed content so that the change in attitude of the vehicle Am in the pitch direction is offset, the state in which the superimposed content is correctly superimposed on the superimposition target is maintained.

Here, the cutoff frequency of the above-mentioned high-pass filter 71a is set so as to correctly detect a change in attitude of the vehicle Am in the pitch direction due to acceleration/deceleration. Specifically, if the cutoff frequency is appropriate, the pitch angle of the vehicle Am outputted as a detection value from the high-pass filter 71a (see Cutoff frequency: low in FIG. 6) will be equal to the actual pitch angle of the vehicle Am in the accelerating state. Follows the pitch angle (see Figure 6 True value of pitch angle). On the other hand, when the cutoff frequency is higher than the appropriate value, the pitch angle of the vehicle Am output from the high-pass filter 71a (see FIG. 6 Cutoff frequency: medium or high) deviates from the actual pitch angle.

However, the frequency band of the attitude change in the pitch direction caused by acceleration/deceleration can generally overlap with the frequency band of the attitude change in the pitch direction caused by the change in road slope. Therefore, if the cutoff frequency is set to follow the change in pitch angle caused by acceleration/deceleration (see Figure 7 Cutoff frequency: low), even if the vehicle Am in a steady state enters the slope section GS, the pitch direction A change in posture is detected. In this way, the detection value of the gyro sensor 63 can be a value that includes not only information on detecting changes in posture due to acceleration/deceleration, but also information on detecting changes in posture due to road gradient.

If the cutoff frequency is set higher than an appropriate value so as not to detect posture changes due to road slope, posture changes due to acceleration/deceleration will not be detected (see Figures 6 and 7 Cutoff frequency: medium or high). . As described above, just by optimizing the cutoff frequency, it becomes difficult to distinguish between attitude changes due to acceleration/deceleration and attitude changes due to changes in road slope.

As described above, when estimating posture changes using the gyro sensor 63, if a cutoff frequency is set that allows detection of posture changes due to acceleration/deceleration, posture changes due to changes in road slope will also be detected. Therefore, the HMI-ECU 100 performs a gradient handling process (see FIG. 8) that changes the content of the correction process (see S14 in FIG. 5) as a process for distinguishing between attitude changes due to acceleration/deceleration and attitude changes due to changes in road slope. Implement. Similar to the data generation process (see FIG. 5), the gradient handling process is started when the display system is activated, and continues until the display system is powered off.

In S31 of the gradient handling process, the recognition information acquisition unit 73 determines whether there is a gradient section GS in front of the own vehicle based on at least one of locator information, detection information, and target object information. When there is a slope section GS in front of the host vehicle, the recognition information acquisition unit 73 acquires slope information related to the slope of the slope section GS. Specifically, the recognition information acquisition unit 73 grasps the magnitude of the longitudinal slope of the slope section GS, the position of the slope change point GCP where the slope section GS starts, etc. as slope information.

In S32, the recognition information acquisition unit 73 determines whether the vehicle Am has passed the gradient change point GCP, in other words, whether the vehicle Am has entered the gradient section GS. If it is determined in S32 that the vehicle Am has passed the gradient change point GCP, the display correction unit 74 changes the content of the correction process in accordance with the gradient information in S33. Specifically, the display correction unit 74 suspends the correction of the display position by the correction process based on the determination that the vehicle Am has entered the slope section GS. Specifically, in the gradient correction process, for example, the drawing position of the original image of the superimposed content is fixed. At this time, the process of the display correction unit 74 that calculates the optimal drawing position of the original image according to the latest acquired information may be interrupted, or the drawing unit that reflects the latest drawing position at the stage of drawing the frame image may be interrupted. 75 may be interrupted. As a result of the above, the virtual image Vi (superimposed content) is fixed at a specific position within the angle of view.

In S34, the recognition information acquisition unit 73 determines whether there is a gradient change within the gradient section GS. If the aspect of the slope is changing in the slope section GS, the sensor information acquisition unit 71 resets the high-pass filter 71a in S35. The sensor information acquisition unit 71 performs a reset process on the high-pass filter 71a at the timing when the vehicle passes through the gradient change point GCP specified within the gradient section GS. In this reset process, past information stored in the high-pass filter 71a is deleted, and the integral value of the output signal of the gyro sensor 63 is returned to zero. As a result, the vehicle attitude at the time of reset becomes the reference value (zero) of the pitch angle. Even when the reset process is performed, the correction process during the gradient is maintained as it is. On the other hand, if it is determined that there is no gradient change, the recognition information acquisition unit 73 skips S35.

In S36, the recognition information acquisition unit 73 determines whether the influence of the gradient change on the detected value of the gyro sensor 63 has ended. Specifically, the recognition information acquisition unit 73 determines whether the detected value of the gyro sensor 63 has returned to a predetermined value. If the detected value has been reset due to continuous slope changes, the recognition information acquisition unit 73 determines whether the detected value after the reset has returned to a predetermined value. The predetermined value is set, for example, to the zero point. The predetermined value may be a position slightly shifted from the zero point to the plus side or the minus side. The recognition information acquisition unit 73 detects that the detected value that has increased to a specific side (the positive side in FIG. 7) due to the road gradient passes through the zero point, falls to the opposite side (the negative side in FIG. 7), and then converges to the zero point again. At this timing, it is determined that the detected value has returned to the predetermined value.

If it is determined in S36 that the influence of the slope change has ended due to the return of the detected value of the gyro sensor 63 to the predetermined value, the display correction unit 74 ends the correction process during the slope in S39, Switch to normal correction processing. As a result, the correction of the display position is restarted, and the virtual image Vi (superimposed content) resumes tracking the superimposition target. At this time, the display correction unit 74 sets an upper limit (for example, n pixels per second) to the moving speed at which the display position is moved. As an example, the upper limit of the movement speed is set in the form of n pixels per second, or the like. This suppresses sudden movement of the virtual image Vi such as jumping toward the superimposition target.

On the other hand, if it is determined in S36 that the influence of the slope change on the detected value continues, the recognition information acquisition unit 73 determines that the slope section GS has ended and the slope has been changed to a flat road (normal section HS) in S37. Determine whether it has returned to. If the gradient section GS continues, the processes of S33 to S36 are performed again. On the other hand, if it is determined in S37 that the gradient section GS has ended, the recognition information acquisition unit 73 prepares for transition to normal control in S38. In preparation for transition to normal control, the above-described high-pass filter 71a is reset as a process for removing the influence of gradient changes from the detected value of the gyro sensor 63. Then, in S39, the display correction unit 74 ends the correction process during the slope and starts the normal correction process.

In the first embodiment described so far, the content of the correction process for correcting the display position of the virtual image Vi based on the detected value of the gyro sensor 63 is changed in accordance with gradient information related to the gradient of the road on which the vehicle Am travels. . Therefore, it is possible to isolate information on detected posture changes due to road gradient from the detected value of the gyro sensor 63. As a result, even if the detection value of the gyro sensor 63 is used to correct the display position of the virtual image Vi, erroneous correction due to the road slope can be suppressed.

Additionally, in the first embodiment, when it is determined based on the slope information that the vehicle Am has entered the slope section GS, the correction of the display position by the correction process is interrupted. That is, in the first embodiment, detection values that include a large amount of detection information of posture changes due to road gradients are temporarily excluded from targets used in the correction process. By changing the content of the correction process in this way, it becomes possible to reliably separate the detection information of posture changes due to road gradients, so that erroneous corrections caused by road gradients can be further suppressed. As a result, after passing the gradient change point GCP, a situation in which the movement of the virtual image Vi that cannot correctly follow the superimposed object makes the driver feel uncomfortable is less likely to occur.

Further, in the first embodiment, the integral value of the output signal that has passed through the high-pass filter 71a applied to the gyro sensor 63 is acquired by the sensor information acquisition unit 71 as a detected value. Then, the display correction unit 74 resumes correction of the display position based on the return of the detected value to the predetermined value (zero point). According to the above, immediately after entering the slope section GS, while suppressing erroneous correction due to the road slope, after the vehicle attitude is stabilized in the slope section GS, the display position of the virtual image Vi is set to an appropriate position. can be corrected to

Furthermore, in the first embodiment, when the aspect of the slope changes in the slope section GS, the sensor information acquisition unit 71 resets the detected value of the gyro sensor 63. Then, the display correction unit 74 resumes correction of the display position based on the fact that the detected value after the reset has returned to the predetermined value (zero point). Therefore, even in a scene in which the vehicle travels on a slope section GS where the slope continuously changes, the display correction unit 74 can exclude detection values that include a large amount of detection information of posture change due to the road slope from the objects to be used in the correction process. Furthermore, the display correction unit 74 can resume correction of the display position of the virtual image Vi at a timing when the vehicle posture becomes stable.

In addition, in the first embodiment, an upper limit is set for the moving speed at which the display position is moved in the correction process in the gradient section GS. Therefore, after the correction of the display position is resumed, the virtual image Vi can smoothly move toward an appropriate position with respect to the superimposition target. As a result, a situation in which the sudden movement of the virtual image Vi makes the driver feel uncomfortable is less likely to occur.

Furthermore, in the first embodiment, superimposed content whose display position is associated with a superimposition target existing in the foreground and non-superimposed content for which no superimposition target is set are displayed as virtual images Vi. Then, the display correction unit 74 applies the correction process only to the superimposed content among the superimposed content and the non-superimposed content. Therefore, a situation in which unnecessary movement of non-superimposed content causes discomfort to the driver is less likely to occur.

In the first embodiment, the recognition information acquisition section 73 corresponds to a "gradient information acquisition section," the drawing section 75 corresponds to a "content generation section," and the HMI-ECU 100 corresponds to a "display control device." .

(Second embodiment)
The second embodiment of the present disclosure is a modification of the first embodiment. In the second embodiment, the content of the correction process during the slope that is started after entering the slope section GS is different from the first embodiment, and the correction of the display position of the virtual image Vi is continued even during the correction process during the slope. Ru. Details of the correction process during the gradient according to the second embodiment will be described below based on FIG. 8 and with reference to FIGS. 1 to 7.

In the gradient correction process (S33), the display correction unit 74 estimates the amount of posture change in the pitch direction due to the gradient as the gradient influence component. The amount of posture change that is the gradient influence substantially matches the magnitude of the gradient (inclination angle) in the gradient section GS. Therefore, the recognition information acquisition unit 73 acquires a value indicating the slope angle of the slope section GS as slope information based on the HD map (three-dimensional map data), and provides the acquired slope angle value to the display correction unit 74. . The display correction unit 74 estimates the gradient influence using the tilt angle based on the HD map.

The recognition information acquisition unit 73 can acquire a value indicating the slope angle of the slope section GS as slope information based on detection information or target object information on a road for which an HD map is not prepared. As an example, the recognition information acquisition unit 73 geometrically determines the inclination angle of the slope section GS in front of the host vehicle based on the marking line shape reflected in the captured image FP (see FIG. 4) taken before reaching the slope change point GCP. Calculate scientifically. In calculating the inclination angle, a captured image FP taken in a steady state in which the pitch angle is substantially zero is preferentially used. When calculating the tilt angle using the captured image FP photographed in an unsteady state, the recognition information acquisition unit 73 corrects the tilt angle of the forward slope using the pitch angle of the vehicle Am at the time of photographing. Using the tilt angle thus obtained, the display correction unit 74 estimates the gradient influence component.

The display correction unit 74 obtains, as a corrected change amount, a value obtained by subtracting the slope influence from the amount of posture change in the pitch direction based on the detected value of the gyro sensor 63. The amount of correction change is the amount of attitude change in the pitch direction mainly caused by acceleration/deceleration occurring in the vehicle Am, and is the pitch angle relative to the road surface on which the vehicle Am is traveling. The display correction unit 74 corrects the display position of the virtual image Vi using the correction change amount. When the superimposed content and non-superimposed content are both displayed while traveling in the gradient section GS, the display correction unit 74 moves the non-superimposed content together with the superimposed content in the correction process in the gradient section GS. Note that when traveling in the normal section HS, the non-overlapping content may or may not be moved integrally with the superimposed content.

The display correction unit 74 uses the elapsed time after passing the gradient change point GCP to determine whether the influence of the gradient change on the detected value of the gyro sensor 63 has ended (S36). Specifically, due to the characteristics of the high-pass filter 71a, the detected value returns to the zero point after a predetermined period of time passes after passing through the gradient change point GCP (see the right end of FIG. 7). The time required to return to the zero point is approximately constant regardless of the magnitude of the gradient. Therefore, a predetermined time (hereinafter referred to as restart time) that is slightly longer than the time required for returning to the zero point is preset as a threshold value in the display correction unit 74 according to the characteristics of the high-pass filter 71a. The display correction unit 74 estimates that the detected value has returned to the zero point at the timing when the restart time has elapsed after passing the gradient change point GCP, and determines that the influence of the gradient change has ended (S36: YES).

Here, also in the second embodiment, when the aspect of the slope changes in the slope section GS (S34: YES), the sensor information acquisition unit 71 resets the detected value of the gyro sensor 63. The display correction unit 74 sets an upper limit on the moving speed of the drawing position, that is, the moving speed of the display position, so that the drawing position of the original image does not change discontinuously due to the discontinuous change in the detected value due to the reset process. Set. Thereby, even if the aspect of the gradient changes while the display position continues to be corrected in the gradient section GS, the virtual image Vi continues to move smoothly.

In addition, when the aspect of the slope changes in the slope section GS, the display correction unit 74 extends the restart time for determining that the influence of the slope change has ended by updating. Furthermore, the recognition information acquisition unit 73 updates the point at which the end of the slope section GS is determined. As described above, at the timing when the restart time has elapsed after the filter was reset, or at the timing when the slope of the erroneous aspect change ends, the correction process during the gradient is ended and the process is switched to the normal correction process (S39). As a result, the correction of the display position using the corrected change amount is completed, and normal correction based on the detected value of the gyro sensor 63 is restarted.

The second embodiment described up to this point also has the same effect as the first embodiment, and it is possible to separate information on detection of posture change due to road slope from the detection value of the gyro sensor 63. Therefore, even if the detected value of the gyro sensor 63 is used to correct the display position of the virtual image Vi, erroneous correction due to the road gradient can be suppressed.

In addition, in the second embodiment, after the vehicle Am enters the slope section GS, the display correction unit 74 estimates the amount of attitude change in the pitch direction due to the slope as the slope influence component. Then, the display correction unit 74 corrects the display position of the virtual image Vi using the corrected change amount obtained by removing the gradient influence from the attitude change amount in the pitch direction based on the detected value. With such a correction process during a gradient, it is possible to reliably separate information indicating a change in posture due to a road gradient from the detection value of the gyro sensor 63. As a result, even if the display position continues to be corrected after entering the slope section GS, erroneous correction due to the road slope can be further suppressed.

Further, in the second embodiment, a value indicating the magnitude of the slope of the slope section GS is acquired as the slope information based on the three-dimensional map data. Then, the display correction unit 74 estimates the slope influence amount using the slope information based on the three-dimensional map data. According to such processing, the display correction unit 74 can accurately estimate the gradient influence component. Therefore, even after entering the slope section GS, accurate correction of the display position can be performed.

Furthermore, in the second embodiment, a value indicating the magnitude of the gradient of the gradient section GS is acquired as gradient information based on the recognition result of the front camera 51 mounted on the vehicle Am. Then, the display correction unit 74 estimates the gradient influence amount using the gradient information based on the recognition result. According to such processing, the display correction unit 74 can obtain the corrected amount of change and continue correcting the display position based on the obtained amount of corrected change even on a road where an HD map is not prepared.

Note that the recognition information acquisition unit 73 may estimate the size of the slope section GS using the recognition result from the millimeter wave radar 52 instead of the recognition result from the front camera 51 or the like. As an example, the recognition information acquisition unit 73 can acquire the inclination angle of the forward slope based on the relative position of the vehicle ahead in the vertical direction JG.

In addition, the display correction unit 74 of the second embodiment ends correction of the display position using the correction change amount based on the return of the detected value to the zero point. Therefore, during the period in which the gradient influence increases immediately after entering the gradient section GS, erroneous correction due to the road gradient is effectively suppressed. Furthermore, since the normal correction process is switched to at the timing when the detected value returns to the zero point, significant movement of the virtual image Vi due to control transition is less likely to occur.

Also in the second embodiment, when the aspect of the slope changes in the slope section GS, the sensor information acquisition unit 71 resets the detected value of the gyro sensor 63. Then, the display correction unit 74 finishes correcting the display position using the correction change amount based on the detected value after the reset returning to the zero point. According to the above, even in the slope section GS where the aspect of the slope changes continuously, the display correction unit 74 can continue to correct the display position excluding the slope influence. Then, at a timing when the vehicle posture becomes stable, the display correction unit 74 can restart normal correction processing.

Furthermore, in the second embodiment, in the correction process in the gradient section GS, the display correction unit 74 sets an upper limit to the moving speed at which the display position is moved. Therefore, even if the detected value is reset by passing the gradient change point GCP within the gradient section GS, the display correction unit 74 can continue to smoothly move the virtual image Vi. Therefore, a situation in which the discontinuous movement of the virtual image Vi makes the driver feel uncomfortable is less likely to occur.

In addition, in the second embodiment, when the superimposed content and the non-superimposed content are displayed together, the display correction unit 74 moves the non-superimposed content together with the superimposed content in the correction process in the gradient section GS. According to the above, the non-superimposed content can be moved to a position that does not interfere with the movement of the superimposed content. As a result, it is possible to avoid a situation in which superimposed content that has moved significantly overlaps non-superimposed content, resulting in an unnatural virtual image display.

In addition, in the said second embodiment, the front camera 51 and the millimeter wave radar 52 correspond to an "autonomous sensor."

(Third embodiment)
The third embodiment of the present disclosure is another modification of the first embodiment. The third embodiment is different from the first and second embodiments in the determination method for determining whether to enter the slope section GS and the content of the correction process during the slope that is performed after entering the slope section GS. There is. Hereinafter, changes in the gradient handling process according to the third embodiment from the first embodiment will be explained based on FIG. 8 and with reference to FIGS. 1 to 7.

The recognition information acquisition unit 73 integrally determines whether there is a gradient section GS (S31) and determines whether the gradient change point GCP has been passed (S32). Specifically, the recognition information acquisition unit 73 grasps vehicle speed information and pitch direction angular velocity information. If the angular velocity in the pitch direction changes while the traveling speed of the vehicle Am remains unchanged, the recognition information acquisition unit 73 determines that there is a slope section GS and that the vehicle Am has passed through the slope change point GCP.

In the gradient correction process (S33), the sensor information acquisition unit 71 performs a process of resetting the high-pass filter 71a and a process of changing the cutoff frequency. According to the reset process, past information stored in the high-pass filter 71a is deleted, and the integral value of the output signal of the gyro sensor 63 is temporarily returned to zero. After that, the sensor information acquisition unit 71 performs a change process to raise the cutoff frequency of the high-pass filter 71a. The driver information acquisition unit 72 raises the cutoff frequency to a value at which the change in posture due to the road gradient is no longer reflected in the detected value (see Cutoff frequency: high in FIG. 7). As a result, changes in attitude due to acceleration and deceleration are less likely to be reflected in the detected value of the gyro sensor 63 (see Cutoff frequency: high in FIG. 6). Therefore, in the correction process in the gradient section GS, correction of the display position is substantially interrupted.

The recognition information acquisition unit 73 determines that the slope section GS has ended when the angular velocity changes in the direction opposite to that at the time of entering the slope section GS (S37: YES). Even in this case, the sensor information acquisition unit 71 performs a reset process for the high-pass filter 71a in preparation for transition to normal control (S38). Furthermore, the sensor information acquisition unit 71 executes a process of lowering the cutoff frequency of the high-pass filter 71a to return it to the normal value. As described above, the switching from the correction process during the gradient to the normal correction process is completed (S39), and correction of the display position of the virtual image Vi reflecting the change in attitude due to acceleration/deceleration is started. Note that in the third embodiment, steps S34 to S36 are omitted.

The third embodiment described up to this point also has the same effect as the first embodiment, and it is possible to separate information on detection of posture change due to road gradient from the detection value of the gyro sensor 63. Specifically, during a period in which posture changes due to road gradients are dominant, posture changes are less likely to be reflected in the detected value of the gyro sensor 63. As described above, even if the detection value of the gyro sensor 63 is used to correct the display position of the virtual image Vi, erroneous correction due to the road gradient can be suppressed.

(Other embodiments)
Although multiple embodiments of the present disclosure have been described above, the present disclosure is not to be construed as being limited to the above embodiments, and may be applied to various embodiments and combinations within the scope of the gist of the present disclosure. can do.

In the first modification of the above embodiment, the functions of the HMI-ECU 100 are incorporated into the control section of the HUD 20. In such modification 1, the control unit of the HUD 20 corresponds to a "display control device".

In the HUD 20 of the above embodiment, the display position of the virtual image Vi is corrected by a process of shifting the drawing position of the original image drawn on the frame image. On the other hand, in the second modification of the embodiment described above, the display position of the virtual image Vi is corrected by controlling the optical elements included in the enlarging optical system 22 to move in parallel or rotationally.

The vehicle Am according to the third modification of the above embodiment is provided with a height sensor as an on-vehicle sensor. Even in a configuration including a height sensor like Modification 3, the content of the present disclosure is applicable as long as the display position of the virtual image Vi is corrected based on the detected value of the gyro sensor 63.

In modification 4 of the above embodiment, the IMU including the acceleration sensor 62 and the gyro sensor 63 is connected to the locator ECU 40. In such modification 4, a signal processing circuit including a high-pass filter 71a is also provided in the IMU or locator ECU 40. The sensor information acquisition unit 71 acquires the detection value of the gyro sensor 63 from the locator ECU 40 as locator information. Further, in the fifth modification of the above embodiment, a dedicated gyro sensor 63 for correcting the display position of the virtual image Vi is provided in the HMI-ECU 100 or the HUD 20.

In the sixth modification of the embodiment described above, real-time detection of the eye point EP by the driver monitor 30 is omitted. In the HMI-ECU according to modification 6, the display position of the virtual image Vi is corrected based on the position information of the eye point EP set in advance.

In the above embodiments, the form of the storage medium (non-transitory tangible storage medium) that stores the display control program may be changed as appropriate. Such a storage medium is not limited to a configuration provided on a circuit board, but may be provided in the form of a memory card or the like, inserted into a slot portion, and electrically connected to the control circuit of the HMI-ECU 100. It's fine. Furthermore, the storage medium may be an optical disk, a hard disk drive, or the like that serves as a basis for copying the program to the HMI-ECU 100.

The vehicle equipped with the above display system is not limited to a general private passenger car, but may also be a rental car, a manned taxi vehicle, a ride-sharing vehicle, a freight vehicle, a bus, etc. Furthermore, the vehicle equipped with the display system may be a right-hand drive vehicle or a left-hand drive vehicle. Furthermore, the traffic environment in which the vehicle travels may be a traffic environment that assumes left-hand traffic or may be a traffic environment that assumes right-hand traffic. The display control according to the present disclosure may be appropriately optimized according to the road traffic laws of each country and region, the position of the steering wheel of the vehicle, and the like.

The control unit and techniques described in this disclosure may be implemented by a special purpose computer comprising a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and techniques described in this disclosure may be implemented with dedicated hardware logic circuits. Alternatively, the apparatus and techniques described in this disclosure may be implemented by one or more special purpose computers configured by a combination of a processor executing a computer program and one or more hardware logic circuits. The computer program may also be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.

Am vehicle, GS gradient section, Vi virtual image, 11 processing unit, 51 front camera (autonomous sensor), 52 millimeter wave radar (autonomous sensor), 63 gyro sensor, 71 sensor information acquisition unit, 71a high-pass filter, 73 recognition information acquisition unit (gradient information acquisition unit), 74 display correction unit, 75 drawing unit (content generation unit), 100 HMI-ECU (display control device)

Claims (13)

A display control device that is used in a vehicle (Am) and controls the display of a virtual image (Vi) superimposed on the foreground seen by a passenger,
a sensor information acquisition unit (71) that acquires a detection value of a gyro sensor (63) that detects a posture change in the pitch direction that occurs in the vehicle;
a display correction unit (74) that performs a correction process based on the detected value to correct a shift in the display position of the virtual image with respect to the foreground caused by the attitude change;
comprising a slope information acquisition unit (73) that acquires slope information related to the slope of the road on which the vehicle travels;
The display correction unit is a display control device that changes the content of the correction process according to the gradient information. The gradient information acquisition unit determines whether the vehicle has entered a gradient section (GS),
The display control device according to claim 1, wherein the display correction unit suspends correction of the display position by the correction process after the vehicle enters the slope section. The sensor information acquisition unit acquires, as the detection value, an integral value of an output signal that has passed through a high-pass filter (71a) applied to the gyro sensor,
The display control device according to claim 2, wherein the display correction unit restarts correction of the display position based on the detection value returning to a predetermined value. The sensor information acquisition unit resets the detected value when the aspect of the slope changes in the slope section,
The display control device according to claim 3, wherein the display correction unit restarts correction of the display position based on the detected value after reset returning to the predetermined value. The gradient information acquisition unit determines whether the vehicle has entered a gradient section (GS),
The display correction section includes:
After the vehicle enters the slope section, estimating the amount of attitude change in the pitch direction due to the slope as a slope influence component,
2. The display control device according to claim 1, wherein the display position is corrected using a corrected change amount obtained by removing the gradient influence from the attitude change amount in the pitch direction based on the detected value. The slope information acquisition unit acquires a value indicating the magnitude of the slope of the slope section as the slope information based on three-dimensional map data,
The display control device according to claim 5, wherein the display correction unit estimates the slope influence amount using the slope information based on the three-dimensional map data. The slope information acquisition unit acquires a value indicating the magnitude of the slope of the slope section as the slope information based on the recognition result of an autonomous sensor (51, 52) mounted on the vehicle;
The display control device according to claim 5, wherein the display correction unit estimates the gradient influence using the gradient information based on the recognition result. The sensor information acquisition unit acquires, as the detection value, an integral value of an output signal that has passed through a high-pass filter (71a) applied to the gyro sensor,
The display control device according to any one of claims 5 to 7, wherein the display correction unit terminates correction of the display position using the correction change amount based on the detection value returning to a predetermined value. The sensor information acquisition unit resets the detected value when the aspect of the slope changes in the slope section,
9. The display control device according to claim 8, wherein the display correction unit finishes correcting the display position using the correction change amount based on the detected value returning to the predetermined value after reset. The display control device according to any one of claims 5 to 9, wherein the display correction unit sets an upper limit to a moving speed at which the display position is moved in the correction processing in the slope section. further comprising a content generation unit (75) that displays superimposed content whose display position is associated with the superimposition target existing in the foreground and non-superimposed content in which the superimposition target is not set as the virtual image,
The display control device according to any one of claims 5 to 10, wherein the display correction unit moves the non-superimposed content together with the superimposed content in the correction process in the gradient section. further comprising a content generation unit (75) that displays superimposed content whose display position is associated with the superimposition target existing in the foreground and non-superimposed content in which the superimposition target is not set as the virtual image,
The display control device according to claim 1, wherein the display correction unit applies the correction processing only to the superimposed content among the superimposed content and the non-superimposed content. A display control program that is used in a vehicle (Am) and controls the display of a virtual image (Vi) superimposed on the foreground visible to a passenger,
obtaining a detection value of a gyro sensor (63) that detects a change in attitude of the vehicle in the pitch direction (S13);
Based on the detected value, a correction process is performed to correct a shift in the display position of the virtual image with respect to the foreground caused by the posture change (S14, S15);
acquiring slope information related to the slope of the road on which the vehicle travels, and changing the content of the correction process according to the slope information (S31 to S33);
A display control program that causes at least one processing unit (11) to execute processing including:

Images